JP7074588B2 - Pneumatic tires - Google Patents

Description

The present invention relates to a pneumatic tire.

The pneumatic tire disclosed in Patent Document 1 includes a shoulder block in which a sipes extending in the tire width direction are formed.

Patent No. 6104215

The pavement formed on the shoulder block enhances traction performance on snowy roads and contributes to improved driving performance on snowy roads. However, conventional pneumatic tires including those disclosed in Patent Document 1 provided with a shoulder block on which a sipe is formed have braking performance on a dry road surface and wear resistance while ensuring running performance on a snowy road surface. There is still room for improvement in terms of improving performance.

An object of the present invention is to provide a pneumatic tire that realizes improvement in braking performance on a dry road surface and improvement in wear resistance while ensuring running performance on a snowy road surface.

One aspect of the present invention is a shoulder main groove formed in the tread portion so as to extend in the tire circumferential direction on the ground contact end side, and a plurality of shoulder main grooves formed in the tread portion so as to extend in a direction intersecting the tire circumferential direction. It has a lateral groove, a shoulder block defined by the shoulder main groove and the lateral groove, and an end formed in the shoulder block, extending from the ground contact end toward the shoulder main groove and terminating in the shoulder block. The first shoulder sipe and the shoulder block are formed at intervals in the tire circumferential direction with respect to the first shoulder sipe, extend from the ground contact end toward the shoulder main groove, and end in the shoulder block. A second shoulder sipe having a sloping end is provided, and the end of the first shoulder sipe and the end of the second shoulder sipe are located at different positions in the tire width direction, and the first and second shoulder sipe are provided. Each shoulder sipe has a first portion that includes the end portion and extends in the first direction, and a second portion that is continuous with the first portion and extends at an angle different from the first direction. Provided is a pneumatic tire having an angle formed in the tire width direction of 10 degrees or more and 40 degrees or less .

Specifically, the difference between the distance from the end of the first shoulder sipe to the shoulder main groove and the distance from the end of the second shoulder sipe to the shoulder main groove is 2 mm or more and 15 mm or less. Is.

By providing the first and second shoulder sipes on the shoulder block, the traction performance on the snow road surface is improved and the running performance on the snow road surface is ensured. Further, since the end portions of the first and second shoulder sipes that are terminated in the shoulder block have different positions in the tire width direction, the contact pressure in the shoulder block extends at one place in the tire width direction, that is, in the tire circumferential direction. You can avoid concentrating on one straight line. As a result, the braking performance on a dry road surface can be improved. Further, the ends of the first and second shoulder sipes are terminated within the shoulder block. That is, both the first and second shoulder sipes are not in communication with the shoulder main groove. Therefore, the rigidity of the shoulder block can be ensured and the wear resistance can be improved. By having the first portion and the second portion extending at different angles, it is possible to avoid matching the first and second shoulder sipes with the ground contact shape, and it is possible to reduce impact noise particularly when traveling on a dry road surface. That is, the noise performance can be improved by such a configuration.

Specifically, the angle formed by the first portion in the tire width direction may be 10 degrees or more and 40 degrees or less.

The angle formed by the second portion in the tire width direction may be 0 degrees or more and 30 degrees or less.

The length of the first portion may be 5% or more and 30% or less of the length of the second portion.

The pneumatic tire may be provided with a recess formed in a portion of the shoulder block facing the shoulder main groove.

With this configuration, traction performance on snowy roads can be further improved.

The recess may be provided at a position corresponding to the region between the end of the first shoulder sipe and the end of the second shoulder sipe in the tire circumferential direction.

By providing a recess at such a position, the distribution of the edge component of the shoulder block is made uniform. That is, it is possible to avoid uneven distribution of edge components in the shoulder block. As a result, better traction performance can be obtained on snowy road surfaces.

With the pneumatic tire according to the present invention, it is possible to improve the braking performance on a dry road surface and the wear resistance performance while ensuring the running performance on a snowy road surface.

The development view of the tread pattern of the pneumatic tire which concerns on embodiment of this invention. Partially enlarged view of FIG. An enlarged view of the center block of FIG. The same figure as in FIG. 3 of the first alternative of the center block. The same figure as in FIG. 3 of the second alternative of the center block. Enlarged view of the media block of FIG. An enlarged view of the shoulder block of FIG. Schematic perspective of a portion of the shoulder block. The same figure as in FIG. 7 of the first alternative of the shoulder block. The same figure as in FIG. 7 of the second alternative of the shoulder block. The same figure as in FIG. 7 of the third alternative of the shoulder block.

An embodiment of the present invention will be described with reference to the accompanying drawings. In the following description, FIGS. 1 and 2 are mainly referred to. For other drawings, the drawings to be referred to are referred to in the individual description.

In the present specification, the term "groove" means a notch having a certain width, for example, a width of about 2.5 mm or more, and the term "sipe" is narrower than the "groove", for example, a width of 0.8 mm or more 1. It means a notch with a width of .5 mm or less.

The pneumatic tire 1 (hereinafter, simply referred to as a tire) according to the embodiment of the present invention is an all-weather all-season tire suitable for traveling on a dry road surface but also capable of traveling on a snowy road surface. In the figure, reference numeral CD indicates a tire circumferential direction, and reference numeral WD indicates a tire width direction. In the figure, the reference numeral CE indicates the center line of the tread portion of the tire 1 in the tire width direction. Further, the reference numerals GEa and GEb indicate the grounding end of the tread portion 2. Further, the reference numeral CF indicates a ground contact shape. The grounding ends GEa and GEb and the grounding shape CF are under the condition of 220 kPa / 490 kgf.

Four main grooves 3A, 3B, 4A, and 4B extending in the tire circumferential direction are formed in the tread portion 2, respectively. In the present embodiment, the main grooves 3A to 4B are all linear grooves having a constant groove width. The main grooves 3A to 4B may have a distribution in the groove width in the tire circumferential direction, or may be meandering or zigzag-shaped grooves.

The center main grooves 3A and 3B are arranged adjacent to each other with the center line CE interposed therebetween. The shoulder main grooves 4A and 4B are arranged on the grounding ends GEa and GEb sides. The shoulder main groove 4A is arranged adjacent to the center main groove 3A on the outside in the tire width direction, that is, on the ground contact end GEa side. The shoulder main groove 4B is arranged adjacent to the center main groove 3B on the outside in the tire width direction, that is, on the ground contact end GEb side.

The tread portion 2 is provided with five types of lateral grooves (lug grooves) 5, 6A, 6B, 7A, and 7B, which extend substantially in the tire width direction, respectively.

A plurality of center lateral grooves 5 are provided at regular intervals in the tire circumferential direction. Both ends of each center lateral groove 5 communicate with the center main grooves 3A and 3B. The individual center lateral grooves 5 are linear as a whole and are inclined with respect to the tire width direction so as to descend to the right in the figure. Each center lateral groove 5 includes a first portion 5a communicating with the center main groove 3A, a second portion 5b communicating with the center main groove 3B, and a third portion 5c between them. The groove depth of the third portion 5c is shallower than that of the first and second portions 5a and 5b.

A plurality of mediat lateral grooves 6A are provided at regular intervals in the tire circumferential direction. Each medium lateral groove 6A includes a first portion 6a communicating with the center main groove 3A and a second portion 6b communicating with the shoulder main groove 4A. The first portion 6a is inclined with respect to the tire width direction so as to be downward in the right direction in the figure. The second portion 6b is inclined with respect to the tire width direction so as to rise to the right in the figure. That is, each medium lateral groove 6A has a bent shape at the bent portion 6c. The length of the first portion 6a is sufficiently shorter than that of the second portion 6b. Further, the groove depth of the first portion 6a is shallower than that of the second portion 6b. At the connection portion of the second portion 6b with the shoulder main groove 4A, a tapered portion 6d is provided on the groove wall.

A plurality of shoulder lateral grooves 7A are provided at regular intervals in the tire circumferential direction. Each shoulder lateral groove 7A includes a first portion 7a communicating with the shoulder main groove 4A and a second portion 7b extending outward in the tire width direction beyond the ground contact end GEa. Both the first and second portions 7a and 7b are inclined with respect to the tire width direction so as to rise to the right in the figure. That is, each shoulder lateral groove 7A has a slightly curved bent shape at the bent portion 7c. The inclination angle of the first portion 7a with respect to the tire width direction is larger than that of the second portion 7b. Further, the groove depth of the first portion 7a is shallower than that of the second portion 7b.

One center block 11 is defined by the center main grooves 3A and 3B and the two center lateral grooves 5 adjacent to each other in the tire circumferential direction. A plurality of center blocks 11 are arranged in the tire circumferential direction. The individual center blocks 11 exhibit an elongated parallel quadrilateral shape in the tire circumferential direction in the tire radial direction.

One media block 12A is defined by a center main groove 3A, a shoulder main groove 4A, and two media lateral grooves 6A adjacent to each other in the tire circumferential direction. A plurality of mediat blocks 12A are arranged in the tire circumferential direction. Since the mediat lateral groove 6A has a bent shape as described above, each media block 12A also has a bent shape in the tire radial direction. That is, each mediate block 12A has a first portion 12a that is inclined with respect to the tire width direction so as to descend to the right in the figure and has a relatively short length on the center main groove 3A side. Further, each mediate block 12A has a second portion 12b on the shoulder main groove 4A side, which is inclined with respect to the tire width direction so as to rise to the right in the figure and has a relatively long length. The individual media block 12A has an elongated shape in the tire width direction as a whole.

One shoulder block 13A is defined by the shoulder main groove 4A and the two shoulder lateral grooves 7A adjacent to each other in the tire circumferential direction. A plurality of shoulder blocks 13A are arranged in the tire circumferential direction. Since the shoulder lateral groove 7A has a slightly bent shape as described above, the individual shoulder blocks 13A are also relative to the first portion 13a, which has a relatively steep rightward rise and a short length in the tire radial direction. It has a second portion 13b that is gently rising to the right and has a long length. The individual shoulder blocks 13A have an elongated shape in the tire width direction as a whole. The second portion 13b of the shoulder block 13A extends outward in the tire width direction beyond the ground contact end GEa.

The mediate block 12A and the shoulder block 13A are provided at the same pitch in the tire circumferential direction. On the other hand, the center block 11 is provided in the tire circumferential direction at a pitch twice the pitch of the mediate block 12A and the shoulder block 13A. That is, one center block 11 is provided for the two mediate blocks 12A and the two shoulder blocks 13A. Therefore, as described above, the mediate block 12A and the shoulder block 13A have an elongated shape in the tire width direction, whereas the center block 11 has an elongated shape in the tire circumferential direction.

The pattern of the tread portion 2 of the present embodiment has symmetry with respect to the center line CE. That is, the shapes and structures of the media horizontal groove 6B, the shoulder lateral groove 7B, the media block 12B, and the shoulder block 13B on the right side (grounding end GEb side) in the center line CE diagram are not upside down in the diagram. It is the same as the media lateral groove 6A, the shoulder lateral groove 7A, the media block 12A, and the shoulder block 13A. In the figure, the elements included in the mediat lateral groove 6B and the like are designated by the same or the same reference numerals as the elements included in the mediate lateral groove 6A and the like. Further, in the following description, unless otherwise specified, the media side groove 6A, the shoulder side groove 7A, the mediate block 12A, and the shoulder block 13A on the left side (grounding end GEa side) in the center line CE diagram will be described.

One center sipe 21 is formed in each center block 11. The center sipe 21 reaches from one side portion of the center block 11 in the tire width direction to the other side portion, and crosses the center block 11 in the tire width direction. The center sipe 21 has an inverted S shape extending in the tire circumferential direction as a whole, and has a first width direction protrusion 21a protruding to the right side (ground contact end GEb side) in the figure and the first width direction protrusion 21a. The second width direction protrusion 21b projecting in the opposite direction to the above, that is, on the left side (grounding end GEa side) in the figure is continuously provided. In other words, the center sipe 21 has an amplitude in the tire width direction. Other structures of the center block 11 will be described later.

One mediate sipe 22A is formed in each media block 12A. The mediate sipe 22A each includes a linear first portion 22a, a second portion 22b, and a third portion 22d. The first portion 22a includes an end portion terminating in the mediate block 12A and is inclined with respect to the tire width direction so as to descend to the right in the figure. The end of the first portion 22a is located near the center main groove 3A. The second portion 22b is connected to the first portion 22a via the curved portion 22c, and is inclined with respect to the tire width direction so as to rise to the right in the figure. The third portion 22d is connected to the second portion 22b via the curved portion 22e, and is inclined with respect to the tire width direction at a gentler angle than the second portion 22b so as to rise to the right in the figure. The end of the third portion 22d opposite to the curved portion 22e communicates with the shoulder main groove 4A. Other structures of the mediate block 12A will be described later.

The mediate sipe 12A as a whole has a bent shape that protrudes upward in the figure in the tire circumferential direction. On the other hand, the mediate sipe 22B formed on the mediate block 12B has a bending shape as a whole, which is opposite to the mediate sipe 12A, that is, protrudes downward in the figure in the tire circumferential direction.

Two shoulder sipes 23A and 24A are formed on each shoulder block 13A.

The shoulder sipe 23A extends from the ground contact end GEa toward the shoulder main groove 3A as a whole. The shoulder sipe 23A includes a first portion 23a and a second portion 23b. The first portion 23a is substantially linear, includes an end portion terminating within the shoulder sipe 23A, and is inclined with respect to the tire width direction so as to rise to the right in the figure. The end of the first portion 23a is located near the shoulder main groove 4A. The second portion 23b is substantially linear, is connected to the first portion 23a via the curved portion 23c, and is gently angled with respect to the tire width direction from the first portion 23a so as to rise to the right in the figure. Is tilted. The second portion 23b extends outward in the tire width direction beyond the ground contact end GEa.

The shoulder sipe 24A extends from the ground contact end GEa toward the shoulder main groove 3A as a whole. The shoulder sipe 24A comprises a first portion 24a and a second portion 24b. The first portion 24a is substantially linear, includes an end portion terminating in the shoulder block 13A, and is inclined with respect to the tire width direction so as to rise to the right in the figure. The end of the first portion 24a is located near the shoulder main groove 4A. The second portion 24b is substantially linear, is connected to the first portion 24a via the curved portion 24c, and has a gentler angle with respect to the tire width direction than the first portion 24a so as to rise to the right in the figure. Is tilted. The second portion 24b extends outward in the tire width direction beyond the ground contact end GEa.

Other structures of the shoulder block 13A will be described later.

Next, the center block 11 will be further described with reference to FIG.

As described above, one center block 11 is provided for each of the two media block 12A and the two shoulder blocks 13A, and has an elongated shape in the tire circumferential direction. Specifically, the length (dimension in the tire circumferential direction) BL1 of the center block 11 is set to be 2 times or more and 5 times or less the width (dimension in the tire width direction) BW1 of the center block 11.

As described above, the center sipe 21 formed in the center block 11 has a first width direction protrusion 21a projecting to the right side (grounding end GEb side) in the figure and a second width direction protrusion projecting in the opposite direction to the first width direction protrusion 21a. The portions 21b are provided, and the first and second widthwise protrusions 21a and 21b are continuously provided in the tire circumferential direction. Further, the center sipe 21 includes a first linear portion 21c in which one end is connected to the first width direction protrusion 21a and the other end communicates with the center main groove 3A. The first linear portion 21c is inclined with respect to the tire width direction so as to be downward in the right direction in the figure. Further, the center sipe 21 includes a second linear portion 21d in which one end is connected to the second widthwise protrusion 21b and the other end communicates with the center main groove 3B. The second linear portion 21d is inclined with respect to the tire width direction so as to be downward in the right direction in the figure. The first and second widthwise protrusions 21a and 21b have flat portions 21e at their tops.

The center sipe 21 has four bent portions 21f, 21g, 21h, and 21i, which are gently and smoothly bent. That is, the center sipe 21 does not have a sharply bent portion, that is, a bent portion.

In the figure of the center block 11, the distance DC1 from the upper end to the end of the first linear portion 21c communicating with the center main groove 3A is set in the range of 5% or more and 25% or less of the length BL1 of the center block 11. .. Further, in the figure of the center block 11, the distance DC2 from the lower end to the end of the second linear portion 21d communicating with the center main groove 3B is set in the range of 5% or more and 25% or less of the length BL1 of the center block 11. Will be done. That is, both ends of the center sipe 21 are located in a range of 55% or more and 85% or less of the length BL1 of the center block 11 from both ends of the center block 11 in the tire circumferential direction.

As described above, the center sipe 21 has an amplitude in the tire width direction composed of a first width direction protrusion 21a and a second width direction protrusion 21b protruding in opposite directions in the tire width direction. In FIG. 3, reference numeral A1 indicates the amount of amplitude of the center sipe 21. The amplitude amount A1 is the tire width from the center C1 in the tire width direction of the center sipe 21 (corresponding to the center line of the tread portion 2 in this embodiment) to the tops of the first and second width direction protrusions 21a and 21b. The distance in the direction. The amplitude amount A1 is set to 10% or more and 40% or less of the width BW1 of the center block 11.

The center sipe 21 has no bend. Further, both ends of the center sipe 21 are located in a range of 55% or more and 85% or less of the length BL1 of the center block 11 from both ends of the center block 11 in the tire circumferential direction, and are located in the tire circumferential direction of the center block 11 . Located relatively close to both ends. Further, the center sipe 21 has a large amplitude, that is, an amplitude of 60% or more and 85% or less of the width BW1 of the center block. The center sipe 21 exhibits a smooth and large S-shape extending over substantially the entire surface of the center block 11. Therefore, the ground contact pressure in the center block 11 is dispersed without being concentrated in one place, so that the braking performance on the dry road surface can be improved. Further, the two parts of the center block 11 separated by the center sipe 21 support each other during braking, and the collapse is suppressed. As a result, braking performance and uneven wear resistance can be improved.

The center block 11 is provided with notches 25A and 25B extending from both sides in the tire width direction. The notches 25A and 25B have a tapered shape in the tire radial direction. The tips of the notches 25A and 25B are located between the first width direction protrusion 21a and the second width direction protrusion 21b in the tire circumferential direction. By forming the notches 25A and 25B in addition to the center sipe 21, the distribution of the edge components of the center block 11 is made uniform. That is, it is possible to avoid uneven distribution of edge components in the center block 11. As a result, better traction performance can be obtained on snowy road surfaces.

FIG. 4 shows an alternative to the center block 11. In the center block 11, not a flat portion (see reference numeral 21e in FIG. 3) but a curved portion 21i is provided at the tops of the first and second widthwise protrusions 21a and 21b.

FIG. 5 shows another alternative to the center block 11. The center block 11 has a structure that is horizontally inverted from that of FIG. In particular, the directions in which the first and the widthwise protrusions 21a and 21b of the center sipe 21 project are opposite to those in FIG. Therefore, the center sipe 21 has an S-shape as a whole.

Next, the mediate block 12A will be further described with reference to FIG.

As described above, the mediate sipe 22A formed on the media block 12A has a first portion 22a that is a straight line that goes down to the right, a second part 22b that is a straight line that goes up to the right, and a straight line that goes up to the right. It comprises a third portion 22d and has a bent shape as a whole. Due to such a bent shape, it is possible to avoid matching between the mediate sipe 22A and the ground contact shape CF (see FIG. 1), and it is possible to reduce impact noise particularly when traveling on a dry road surface.

In order to avoid matching with the ground contact shape CF while ensuring that the edge component functions on the snow road surface, it is preferable to set the mediate sipe 22A as follows. First, the inclination angle θm1 of the first portion 22a with respect to the tire width direction is set to 30 degrees or more and 55 degrees or less. Further, the inclination angle θm2 of the second portion 22b with respect to the tire width direction is set to 40 degrees or more and 65 degrees or less. Further, the inclination angle θm3 of the third portion 22d with respect to the tire width direction is set to 25 degrees or more and 50 degrees or less. Furthermore, the length Lm1 of the first portion 22a is set to 8% or more and 20% or less of the sum of the length Lm2 of the second portion 22b and the length Lm3 of the third portion 22d.

As described above, the end of the first portion 22a of the mediate sipe 22A is terminated within the mediate block 12A. That is, the mediate sipe 22A is not in communication with the center main groove 3A. Therefore, the rigidity of the mediate block 12A can be ensured, and the collapse of these blocks can be suppressed. As a result, braking performance and wear resistance can be improved.

Next, the shoulder block 13A will be further described with reference to FIG. 7.

As described above, the shoulder block 13A is provided with shoulder sipes 23A and 24A. The end of the shoulder sipe 23A on the shoulder main groove 4A side, that is, the end of the first portion 23a terminated in the shoulder block 13A, and the end of the shoulder sipe 24A on the shoulder main groove 4A side, that is, the shoulder block as well. The position in the tire width direction is different from the end of the first portion 24a, which is terminated within 13A. Specifically, the distance Ds1 to the shoulder main groove 4A at the end of the first portion 23a of the shoulder sipe 23A is shorter than the distance Ds2 to the shoulder main groove 4A at the end of the first portion 24a of the shoulder sipe 24A. .. The difference between the distance Ds1 and the distance Ds2 is set, for example, in the range of 2 mm or more and 15 mm or less.

By providing the shoulder sipes 23A and 24A on the shoulder block 13A, the traction performance on the snow road surface is improved and the running performance on the snow road surface is ensured. Further, since the end portion of the first portion 23a of the shoulder sipe 23A and the end portion of the first portion 24a of the shoulder sipe 24A are different in position in the tire width direction, the contact pressure in the shoulder block 13A is one in the tire width direction. It is possible to avoid concentrating on a certain point, that is, on one straight line extending in the tire circumferential direction. As a result, the braking performance on a dry road surface can be improved. Further, the first portion 23a of the shoulder sipe 23A and the first portion 24a of the shoulder sipe 24A are terminated within the shoulder block 13A. That is, both the shoulder sipes 23A and 24A are not in communication with the shoulder main groove 4A. Therefore, the rigidity of the shoulder block 13A can be ensured, and the wear resistance can be improved.

The first portion 23a and the second portion 23b of the shoulder sipe 23A have different angles with respect to the tire width direction. Similarly, the first portion 24a and the second portion 24b of the shoulder sipe 24A have different angles with respect to the tire width direction. By having the first portions 23a and 24a and the second portions 23b and 24b extending at different angles, it is possible to avoid the matching between the shoulder sipes 23A and 24A and the ground contact shape CF (see FIG. 1), especially when traveling on a dry road surface. Impact noise can be reduced. That is, the noise performance can be improved by such a configuration.

It is preferable to set the shoulder sipes 23A and 24A as follows in order to avoid matching with the ground contact shape CF while ensuring that the edge component functions on the snow road surface. First, the inclination angle θs1 of the first portions 23a and 24a with respect to the tire width direction is set to 10 degrees or more and 40 degrees or less. Further, the inclination angle θs2 of the second portions 23b and 24b with respect to the tire width direction is set to 0 degree or more and 30 degrees or less. Further, the length Ls1 of the first portions 23a and 24a is set to 5% or more and 30% or less of the length Ls2 of the second portions 23b and 24b.

The shoulder block 13A is provided with a recess 26 at a portion facing the shoulder main groove 4A, that is, a portion where the top wall and the side wall of the shoulder block 13A meet. The depth Dp of the recess 26 is set to, for example, 3 mm or more and 10 mm or less. Referring to FIG. 8, the recessed portion 26 of the present embodiment is composed of a tapered surface 26a and a pair of side surfaces 26b facing each other in the tire circumferential direction. By providing the recess 26, the traction performance on a snowy road surface can be further improved.

The recess 26 is provided at a position corresponding to the region between the end of the first portion 23a of the shoulder sipe 23A and the end of the first portion 24a of the shoulder sipe 24A in the tire circumferential direction. By providing the recess 26 at such a position, the distribution of the edge component of the shoulder block 13A is made uniform. That is, it is possible to avoid uneven distribution of edge components in the shoulder block 13A. As a result, better traction performance can be obtained on snowy road surfaces.

In the alternative shoulder block 13A shown in FIG. 9, an additional shoulder sipe 27 having a similar shape is provided between the shoulder sipe 23A and 24A.

In another alternative shoulder block 13A shown in FIG. 10, the first portions 23a, 24a of the shoulder sipes 23A, 24A have curved portions 23d, 24d.

In yet another alternative shoulder block 13A shown in FIG. 11, the first portions 23a, 24a and the second portions 23b, 24b of the shoulder sipes 23A, 24A are arcuate.

1 Pneumatic tire 2 Tread part 3A, 3B Center main groove 4A, 4B Shoulder main groove 5 Center lateral groove 5a 1st part 5b 2nd part 5b 3rd part 6A. 6B Medium lateral groove 6a 1st part 6b 2nd part 6c Bent part 6d Tapered part 7A, 7B Shoulder lateral groove 7a 1st part 7b 2nd part 7c Bent part 11 Center block 12A, 12B Medium block 12a 1st part 12b 2nd Part 13A, 13B Shoulder block 13a 1st part 13b 2nd part 21 Center sipe 21a 1st width direction protrusion 21b 2nd width direction protrusion 21c 1st straight part 21d 2nd straight part 21e Flat part 21e, 21f, 21g, 21h, 21i, 21j Bent part 22A, 22B Medium sipe 22a 1st part 22b 2nd part 22d 3rd part 22c, 22e Bent part 23A, 23B Shoulder sipe 23a 1st part 23b 2nd part 23c, 23d Bent part 24A, 24B Shoulder sipe 24a 1st part 24b 2nd part 24c, 24d Bent part 25A, 25B Notch 26 Depression part 26a Tapered surface 26b Side surface 27 Shoulder sipe CD Tire circumferential direction WD Tire width direction CE Center line GEa, GEb Grounding end CF Ground shape

Claims (6)

A shoulder main groove formed in the tread so as to extend in the tire circumferential direction on the ground contact end side,
A plurality of lateral grooves formed in the tread portion so as to extend in a direction intersecting the tire circumferential direction.
A shoulder block defined by the shoulder main groove and the lateral groove,
A first shoulder sipe formed on the shoulder block, extending from the grounded end towards the shoulder main groove and having an end terminated within the shoulder block.
A second shoulder block having an end portion formed in the shoulder block at intervals in the tire circumferential direction with respect to the first shoulder sipe, extending from the ground contact end toward the shoulder main groove and terminating in the shoulder block. Equipped with 2 shoulder sipes,
The end of the first shoulder sipe and the end of the second shoulder sipe are different in position in the tire width direction.
The first and second shoulder sipes are, respectively.
The first portion including the end portion and extending in the first direction,
It has a second portion that is continuous with the first portion and extends at an angle different from that of the first direction.
A pneumatic tire having an angle formed by the first portion in the tire width direction of 10 degrees or more and 40 degrees or less . The difference between the distance from the end of the first shoulder sipe to the shoulder main groove and the distance from the end of the second shoulder sipe to the shoulder main groove is 2 mm or more and 15 mm or less. The pneumatic tire according to 1. The pneumatic tire according to claim 1 , wherein the angle formed by the second portion in the tire width direction is 0 degrees or more and 30 degrees or less. The pneumatic tire according to any one of claims 1 to 3 , wherein the length of the first portion is 5% or more and 30% or less of the length of the second portion. The pneumatic tire according to any one of claims 1 to 4 , further comprising a recess formed in a portion of the shoulder block facing the shoulder main groove. The fifth aspect of the present invention, wherein the recess is provided at a position corresponding to a region between the end portion of the first shoulder sipe and the end portion of the second shoulder sipe in the tire circumferential direction. Pneumatic tires.

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